Diesel Silverado not afraid to work

By Derek McNaughton, Postmedia News

Originally published: September 29, 2010

If a pickup truck makes a man more manly, then the bigger and more powerful the truck, the bigger the man must be, right?

This must be true because I walked as tall and smelled as good as the Old Spice man (the man I could be) after spending a few days with Chevrolet’s 2011 Silverado 2500HD diesel.

Not that any women noticed, unfortunately, but men sure did, especially those already driving HD pickups. That’s because the 2500HD is for those who use their hands to make a living, the HD being, like most men, uncomfortable going to the ballet or mall, unless we’re buying a 50-inch plasma. This pickup, like many HD trucks, is meant for those who sweat their trucks.

GM seems to have sweated some of the details on the revised Silverado, too, evidenced by everything from a new fully boxed frame for a more durable ride, a stronger independent front suspension and, best of all, a new 6.6L Duramax diesel engine bolted to the ever-faithful Allison six-speed automatic transmission.

Unfortunately, that turbo diesel engine option cost $9,670 on our Crew Cab LTZ 4×4 tester that already started at $54,785. But under its louvered, power dome hood, the 6.6L breathes with 397 horsepower and 765 lb.-ft. of torque. These are not insignificant numbers, and, by themselves, are astonishing power figures. Until about a month ago, they were enough to put GM at the top of the pickup power segment.

Ford, however, is in a fighting mood lately. Once the Chevy numbers were published, Ford applied an upgrade to their new 6.7L Power Stroke V8 so that it produced 400 horsepower and 800 lb.-ft. of torque, besting GM by a few points but giving it best-in-class bragging rights.

But does it matter, really? For bar-room and track-side bravado, maybe; but out on the open road and while towing, none of the Ford-GM feud seems to make much difference. What’s important is whether the Chevy is as good or better than the Ford. Having now driven both trucks and towed the same load with both, here’s what I can report.

The 2500HD diesel is not as quiet as the Ford’s. Not at idle nor under acceleration. The 2500HD still sounds like a diesel, which for some is just the way they like it. The Ford diesel sounds more like a gasoline engine at idle and only when you’re giving it some gas does the typical diesel sound step in. The Ford also seems to have less wind noise, but the Chevrolet engine seems a shade quieter on the highway.

Ford says its new Super Duty has improved fuel economy by 20 per cent, Chevrolet claims an 11 per cent improvement over the old engine. In the Ford F-350, I averaged about 16-17L/100km while towing; in the 2500HD, I saw a 14-15L/100km average. Without a load, both trucks were within a fraction of each other.

Under acceleration, both trucks hustle with the same urgency. For pulling power, both felt very close, the Ford hauling with only a fraction less effort, according to my completely unscientific take on things. Each truck pulled a 19-foot sport boat and trailer weighing 1,640 kilos with ease. The Chevrolet, however, only has a seven-pin round wiring harness, whereas the Ford has both seven and four-pin flat. Both use a 2.5-inch receiver with 2-inch adapter. The Chevrolet finally has a tailgate lock and locking, full-size spare tire.

Switching to 4WD or 4WL is a matter of turning one knob.

As for maximum towing capacity, the Chevrolet Duramax can haul 7,727 kgs in conventional towing. The Ford Super Duty can tow a maximum 7,257 kg. A Chevrolet 3500HD can take a maximum payload of 3,016 kg, the Ford F-350 2,957.

So the numbers are so close it doesn’t really matter much. What matters is what the pickups are like to live with on a daily basis. Sure, it’s hard to compare a 2500HD against an F-350 because of the difference in classes, but it’s easy to see how a Chevrolet 2500HD has a softer ride than an F-350. While the F-350 exhibited a lot of pickup bounce, the 2500HD did not, though the 2500HD did seem to exhibit more flex over rough terrain.

Interior wise, Ford might have the edge depending on taste, and both pickups offer adequate, though not bountiful, storage and cubbies for stuff like tow straps, tape measures, tools and the stuff a busy work-life entails. There is a split folding rear bench, but no drawers underneath. The Ford also has a proper handle in the A-pillar for pulling one’s body up inside the cab, the Chevy does not. Nor does the Chevrolet have a dead pedal for the left foot. I was also surprised to see no 120V power outlet in the 2500HD, though there are at least three 12V outlets.

A feature the 2500HD does have over the Ford is a unique exhaust brake that works marvelously when descending any kind of grade. With a load on, it certainly helps to save the brakes and makes things that much safer. The system notes accelerator input and adjusts the exhaust brake accordingly. If you apply the brakes, it also downshifts the transmission and holds the gear for even more aggressive slowing power.

Given the closeness in capabilities of these two trucks, much will come down to brand loyalty at the end of the day, though some will weigh the looks.

The refreshed face of the Ford Super Duty has an advantage over the older skin on the Chevrolet, but when it comes to getting work done, either will be man enough for the job.